RCH641 was operating from ETAR to KMGE on 2026-08-20. SkyMeter detected a long landing rollout at Dobbins Air Reserve Base (KMGE) on runway 29 at 02:57 UTC. Trace data at the event: 1108 ft AGL, 9 kt GS. METAR at the time reported 2 kt wind, 2 kt crosswind component, 16,093 m visibility. A long landing rollout is detected when ground deceleration after touchdown is below the per-runway P10 envelope. It is an observational measure of rollout efficiency, not a runway-exit incident. Detection algorithm and known limitations: see SkyMeter methodology.
Active FAA TFR during this flight
Source: FAA TFR archive (hourly snapshot)- SECURITY5/2811 2025-10-20 12:00Z – 2026-10-20 12:00Z SFC–1,000 ft
NEW YORK, NY, Monday, October 20, 2025 through Tuesday, October 20, 2026 Local
View FAA NOTAM → - SECURITY6/2790 2026-07-02 22:30Z – 2026-09-15 03:59Z SFC–400 ft
St. George, ME, Thursday, July 2, 2026 through Monday, September 14, 2026 Local
View FAA NOTAM → - SECURITY6/5076 2026-08-19 15:00Z – 2026-08-30 22:00Z SFC–1,000 ft
Williamsport, PA, Wednesday, August 19, 2026 through Sunday, August 30, 2026 Local
View FAA NOTAM → - VIP6/5429 2026-08-19 20:00Z – 2026-08-20 13:00Z SFC–4,999 ft
SOUTHAMPTON, NY, Wednesday, August 19, 2026 through Thursday, August 20, 2026 Local
View FAA NOTAM →
SkyMeter cross-referenced this flight against FAA-published TFRs that were active during its window and within its geographic bounding box. Overlap doesn't necessarily mean violation — the aircraft may have been outside the TFR’s precise polygon or flying under air-traffic-control coordination.
Pilot review data
- Runway 29
- 1108 ft AGL at event
- 9 kt ground speed
- 0 fpm vertical
- 2 kt wind
- 2 kt crosswind component
- 16,093 m visibility
- KMGE 161655Z 00000KT 10SM BKN030 BKN190 30/21 A3035 RMK AO2A SLP266 T03030211 $
Flight context
- RCH641
- C17
- ETAR → KMGE
- 2026-08-20 02:57 UTC
- KMGE runway 29
Automated analysis. Events shown on this page (such as go-around, unstable approach, or runway events) are heuristic classifications produced by algorithms from publicly broadcast ADS-B data. They are intended to surface flights of interest for further review — they are not findings of fact, and they do not determine pilot fault, regulatory compliance, or the cause of any occurrence. Coverage gaps and sensor noise can affect accuracy. Only the relevant civil aviation authority or accident investigation body can make official determinations. How we detect events · Dispute or correct this data